Track lining equipment and method for congested areas



March 15, 1966 w. B. Bmx, JR.. ETAL 3,240,160

TRACK LINING EQUIPMENT AND METHOD FOR CONGESTED AREAS Filed June 27, 1961 5 Sheets-Shea?I 1 By parker f/f/ ,4mm/frs.

March 15, 1966 w.B.BL.1x,.|R., ETAL 3,240,160

TRACK LINING EQUIPMENT AND METHOD FOR CONGESTED AREAS 5 Sheets-Sheet 2 Filed June 27. 1961 e. W @Je ,Hw HUMA (M VBMWZVQM N ww m f WPLZA u N f HMM? W/JY E March 15, 1966 W.B.B1 1x, JR.. ETAL 3,240,160

TRACK LINING EQUIPMENT AND METHOD FOR CONGESTED AREAS Filed June 27. 1961 5 Sheets-Sheet 5 INVENTOR. wa Tz//v aux, Je. /w//v 2. @usf/Mee By .fa/nv L. Haz/WAN United States Patent 3,240,166 TRACK LlNlNG EQUIPMENT AND ME'IHD FOR CGNGES'EED AREAS Weltzin i3. Blix, lr., South Milwaukee, John L. Holman, Hales Corners, and Hohn R. Rushmer, Milwaukee, Wis., assigner-s to Nordherg Manufacturing Company, Milwaukee, Wis., a corporation of Wisconsin Filed June 27, 1961, Ser. No. 119,957 6 Claims. (Cl. 104-2) This invention is in the eld of track working equipment and is concerned with a method and device used primarily for lining turn-outs in yards and the like. This might more accurately be referred to as spot lining.

A primary object of the invention is a method of lining to check both line and gauge simultaneously.

Another object is a method of lining, turn-outs and the like.

Another object is a detector car usable in a method of the above type.

Other objects will appear from time to time in the ensuing specification and drawings in which:

FIGURE l is a perspective ot' a mechanism for performing the method;

FIGURE 2 is a plan View of the apparatus shown in FIGURE l;

FIGURE 3 is a side View, on an enlarged scale, of one of the rail clamps;

FIGURE 4 is an end view of FIGURE 3;

FIGURE 5 is a top View of a detector car; and

FIGURE 6 is a front View of the car in FIGURE 5, with parts broken away and partly in section.

In FIGURES l and 2, a section of railroad track has been shown in which ties 10, spaced at suitable intervals, are positioned in a conventional manner in ballast. Rails 12 and 14 mounted on suitable tie plates 16 may be spiked at 18 to the ties in a conventional manner.

As shown in FIGURE 2, clamp assemblies 2li and 22 are positioned on the track a suitable distance apart. Each may include a plate 24, as shown in FIGURES 3 and 4, with opstanding supports 26. An Outrigger 28 is suitably connected to the supports with a suitable rail contact 30 at its other end. An intermediate brace 32, in the form of an angle or otherwise, may be suitably welded or otherwise connected between the uprights or supports 26.

A cross bar 34 passes through suitable openings toward the top ot the uprights or supports and nuts 36 or the like are threaded at each end on each side of the supports. Three grooves 38 are shown in the cross bar but more or less might be used.

The assembly is clamped to the rail by a shoe 40 which projects down on one side and a take-up or clamping screw 42 passing through a lug or ear 44 on the other side.

Thus `for, the :two `clamp assemblies may be identical. A reference line is positioned between the two assemblies, indicated generally at 46, which, in this case, is shown as a tensioned or taut wire. But it should be understood that any other suitable means for delining an otherwise free, generally straight or rectilinear reference line may be used. For example, a light system may be used, either normal or infrared. Or a line-of-sight or a radar beam might be used.

Be that as it may, a tensioned wire is quite reliable and has the advantage of simplicity. On one of the clamp assemblies, the wire passes over the cross bar, lying in one of the grooves 38, and then is connected to a spring 4S of any suitable type which, in turn, is connected to an eye S0 or the like on the base plate 24. On the other clamp assembly, after the wire passes over the zddb@ Patented Mar. 15, 1966 ICC cross shaft, it is connected to a reel 52, shown in FIG- URE 2, which may be supplied with a ratchet or lock mechanism. When the reel has been rotated to properly tension the wire, extendingr the spring 48 somewhat, the reel may be locked in place and the wire kept under tension.

Between the two clamp assemblies, we may position a suitable spike puller, indicated generally at 54, which is shown with a suitably shaped frame 56 having double llange rollers 58 on one rail and an Outrigger roller 60 on the other. The trame may support a suitable source of power, such as a gasoline engine 62 driving a hydraulic pump at 64, supplied with liuid from a tank or reservoir 66. The frame may have handlebars 68 and a rubber tire 7l) so that the unit may be rolled oft track like a wheelbarrow. The pump may be connected by suitable hydraulic lines 72 to a spike pulling gun 74 of the type 4shown generally in United States Patent No. V2,797,889, issued July 2, 1957. The line 72 may be connected to a hydraulic manifold 76 and a number of individual shifting jacks 78 may be connected to the manifold by suitable hydraulic connections Stl. The shifting jacks may be of the type shown in copending application Serial No. 89,732, tiled February 16, 196i. While four such shifting jacks are shown, it should be understood that more or less may be used.

The point is that the power from the spike puller may also be used to power the Shifters or jacks. Or we might use a completely separate unit.

We also position an indicator buggy 82 on the track between the clamp assemblies. The buggy may include a telescoped type axle assembly 84 made up of square tubes, one S6 inside the other 83. Each may extend out to and be connected along a suitable bracket 90. On each end of the bracket we may position roller brackets 92 for rollers or wheels 94 that rest on the rails. A guide roller 96 may be mounted on each roller bracket at a .suitable angle to bear against the head of the rail, thereby functioning as a flange. Either one side or the other should be insulated and we may provide insulation strips 98 to prevent the device from shorting out signals, etc.

As shown in FIGURE 6, the outer tube 88 may carry a plug or stop 100 at a suitable location, held by a bolt 162 or the like. A spring 104 bears against the stop and contacts the end of the inner tube at its other end. Thus the spring tends to force the telescoped tubes apart, thereby keeping the guide rollers 96 against the rail heads.

A gauge indicator, indicated generally at 106, is positioned in the center of the indicator buggy, at a point Where the two tubes overlap. The indicator may include a plate 108 suitably graduated, as shown in FIGURE 5, and mounted on brackets or angles 110 welded or otherwise suitably connected to the outside of tube 83. A pointer 112 may be pivoted on a pin 114 extending down through an elongated slot 116 in the outer tube 38 and connected into a plug 11S Xed in the inner tube 86, for example by swaginfg, a force tit, welding or otherwise. A suitable bracket 120 mounted by welding or otherwise to the outer tube 88 carries a threaded bar 122. The bar is bent down at one end, as shown in FIGURE 6, and extends through a slot 124 in the other end of the pointer 112. The bar 122 may be held in position on the bracket 120 by suitable jam nuts 126 or the like.

The Vresult Iis that the bar 122 will move with the outer tube 8S since it is mounted on it, while the pivot 114 for the pointer will move with the inner tube. Thus, as the tubes move one way or the other relative to each other due to changes in gauge, the pointer Will move either left or right on a scale.

On one side of the indicator buggy, we position the scale assembly 128 which may include a bracket 130 or the like Welded or otherwise suitably connected to the outer end of the axle or tube, and a frame 132 connected to the bracket fby bolts or otherwise. The upper edge of the frame 132. is arcuate and turned over, as at 134, and carries a throw scale 136 which cooperates with a pointer 133 which may be rigidly -connected to a feeler 141i having a slot 142 at `its lower end for sensing the position of the reference line 46. The rigidly connected pointer and feeler may be pivotally mounted, as at 148 on the frame.

The use, operation and function of the invention are as follows:

The invention lis primarily concerned with lining track in turnouts, such as ladders, sidings, in yards, etc. as on private property, but it can be used on open track, if desired.

The invention is concerned with establishing a reference line along such tra-ck and simultaneously checking alignment and gauge. One rail is used as the line rail, and the reference line, be it a tensioned wire or otherwise, is iixed at a predetermined distance from the line rail at each end of the reference line. Thereafter, the position of the line rail relative to the reference line is checked at a number of points between the ends of ythe reference line and gauge is simultaneously checked.

If, when the operator takes a reading and, for example, the alignment and gauge are both off and are not working against each other, so to speak, orare supplementary such that correction of one Will correct the other, we `first unspike the line rail and correct line. If, after the line rail has been zeroed to the reference line and respiked, gauge is still off, we then correct gauge by unspiking the other rail, shifting it to correct gauge, and respiking. On the other hand, if, when a reading is taken, both alignment and gauge lare off 4but are complementary so that correction of one will magnify the other, We simultaneously unspike both rails, shift them, and respike them with both alignment and gauge zeroed.

One of the advantages of checking lboth alignment and gauge at the same time for this type of work is that gauge may vary quite rapidly in yard track, particularly on a yard ladder. If `alignment alone is checked and corrected, gauge may actually be at fault. But by simultaneously checking both gauge and alignment and correcting either one or both, depending upon whether or not the inaccuracies work toward or against each other, we are able to speed up the overall alignment correction of the track. This has particular advantage in yard work where gauge can change quickly.

The unit also has the distinct advantage that it is quite simple, and therefore, inexpensive. It can be purchased and used for yard track in factories etc. which could not otherwise financially justify the expense of a full size 1ining mechanism.

While we have shown a spike puller as a sour-ce of power for the rail shifters, it should be understood that any suitable mechanism may be used. In fact, as far asmethod goes, unspiking, rail shifting and respiking could all be done by hand.

The invention is concerned with establishing what we have referred to as a reference line which, in this case, is shown as a tensioned wire, chosen because it is the simplest and most reliable. We might use, however, a light beam or any other suitable means for establishing a generally straight, otherwise free reference line along the track for a given length.

We position a detector car which may be self-propelled or otherwise, between the ends of the reference line. The detector car moveseither in a continuous or step-by-step manner along the track 'between the ends of the reference line `and performs a double sensing job, first the relation iof one rail to the reference line and, second, the gauge between the rails or the relation of the rails to each other. The ends of the reference line are established at what might be -considered stations which are at the same relation to the line rail. At each step, or continuously if the process is carried out on a continuous basis, the relation of the line rail to the reference line is checked on the indicator 128 and at the same time the gauge between rails is checked on the gauge indicator 166.

The reference line may be variably positioned by moving the cross bar 34 on each clamp unit one way or the other and tightening the nuts 36 to bring one of the grooves 38 to the proper position. We might want the reference line to be outside of the rail head in order t0 permit the power plant of the spike puller free movement on the track, it being understood that the spike puller may be handled in wheelbarrow fashion off track when operating the switch liner. Adjustment of the cross bar should be made since rail heads vary in width both when the rail is new and when the rail is worn or flattened. The distance between the two clamp mechanisms could 4be varied, but we suggest something on the order of from to feet, depending upon the turn-out. We might use a simple gauge, not shown, to bring the Wire or reference line at each end to the same distance from the line rail.

The detector buggy has the advantage that it gives quite accurate indications, since the pointer arrangement multiplies any lirregularities by a certain amount, for example, on a 3l ratio.

Or we may use the indicator 82 to set the distance of the wire from the line side of the line rail at each clamp mechanism. This can be done by moving the detector buggy 82 as close as possible to each of the clamp mechanisms alternately and adjusting the cross rail 34 until the pointers on the quadrant of the pointer scale reads zero.

In moving the detector buggy along the track and sensing the reference line, we pref-er that sensing stop 'a substantial distance from each clamp mechanism so that when any shifting takes place, the track where the clamps are located will not be disturbed. For example, we have found it convenient to stop when still lO feet from the clamp. But it might be otherwise.

If the power mechanism of the spike puller lis placed on the track during the procedure, the Outrigger roller :should be on the rail over which the wire is positioned so that the roller may be moved along under the wire.

Care should be taken in selecting the locations on the track where the front and rear clamp mechanisms are attached to avoid selecting places where the track is badly out of line.

While we have shown and described the preferred form and suggested several variations of our invention, it should be understood that several additional modifications, sub- `stitutions, lalterations and changes may be made without departing yfrom the inventions fundamental theme. With these and other modilications in mind, we wish that the invention be unrestricted, except as by the appended claims.

Vle claim:

1. A method of simultaneously checking and correcting the alignment and gauge of railroad track and the like, including the steps of establishing an otherwise free rectilinear reference line `between well spaced stations longitudinally along the track, associating the reference line with one rail, positioning the reference line at each end thereof `at the same predetermined lateral position relative to the said one rail, simultaneously sensing the gauge and lateral relationship of the reference lin-e to the said one rail at various points along the said one rail, shifting the said one rail laterally at a particular position when the poistion of the said one rail relative to the reference line varies from the predetermined position to correct alignment thereof, simultaneously therewith sensing the gauge of the rails at the point of shifting, and unspiking shifting and respiking the other rail where any variation from the predetermined gauge occurs depending upon the relationship between the sensed gauge and 'alignment variations between the ends thereof.

2. The method of claim 1 further characterized in that the step of establishing a reference line includes tensioning an otherwise free Wire along the track.

3. The method of claim 1 further characterized in that sensing is terminated in suflicient spaced relation to the ends of the reference line such that any 'lateral shifting applied to the rails will not 4affect the position of the ends of the reference line.

4. The method of claim 1 further characterized by the alternate step of shifting both rails laterally without unspiking either of them to obtain proper alignment where alignment sensing indicates that the position of the said one rail varies from the predetermined position and gauge sensing indicates that the rails are approximately at the predetermined gauge.

S. The method of claim 1 further characterized by unspiking the said one rail and shifting it laterally when the sensed alignment thereof indicates that its position at a particular point varies laterally from the predetermined position in a direction toward the other rail and the sensed gauge is less than the predetermined gauge, respiking the said one rail when its lateral position approximately agrees with the predetermined position relativel to the reference line, thereafter sensing the gauge of the rails and, if a variation occurs therein relative to the predetermined gauge, unspiking, shifting and respiking the other rail to bring the rails to the predetermined gauge.

6. The method of claim 1 further characterized by unspiking the said one rail and shifting it laterally when the sensed alignment thereof indicates that its position at `a particular point varies laterally from the predetermined position and the sensed gauge is different from the predetermined gauge, respiking the said one rail when its lateral position 'approximately agrees with the predetermined position relative to the reference line, thereafter sensing the gauge of the rails and, if a variation occurs therein relative to the predetermined gauge, unspiking, shifting and respiking the other rail to bring the rails to the predetermined gauge.

References Cited by the Examiner UNITED STATES PATENTS 577,580 2/1897 Irwin.

747,872 E12/ 1903 Ellis 4et al. 1,096,357 5/1914 Dupes. 2,286,456 6/ 1942 Boettcher. 2,832,148 4/ 1958 Rousee. 2,908,083 10/1959 Ellis 33-144 2,962,979 12/ 1960 McCormick 1041-7 3,050,015 8/1962 Talboys 104-2 FOREIGN PATENTS 386,390 1/1933 Great Britain.

ARTHUR L. LA POINT, Primary Examiner.

I AMES S. SHANK, LEO QUACKENBUSH, Exan'zz'ners. 

1. A METHOD OF SIMULTANEOUSLY CHECKING AND CORRECTING THE ALIGNMENT AND GAUGE OF RAILROAD TRACK AND THE LIKE, INCLUDING THE STEPS OF ESTABLISHING AN OTHERWISE FREE RECTILINEAR REFERENCE LINE BETWEEN WELL SPACED STATIONS LONGITUDINALLY ALONG THE TRACK, ASSOCIATING THE REFERENCE LINE WITH ONE RAIL, POSITIONED THE REFERENCE LINE AT EACH END THEREOF AT THE SAME PREDETERMINED LATERAL POSITION RELATIVE TO THE SAID ONE RAIL, SIMULTANEOUSLY SENSING THE GAUGE AND LATERAL RELATIONSHIP OF THE REFERENCE LINE TO THE SAID ONE RAIL AT VARIOUS POINTS ALONG THE SAID ONE RAIL, SHIFTING THE SAID ONE RAIL LATERALLY AT A PARTICULAR POSITION WHEN THE POSITION OF THE SAID ONE RAIL RELATIVE TO THE REFENCE LINE VARIES FROM THE PREDETERMINED POSITION TO CORRECT ALIGNMENT THEREOF, SIMULTANEOUSLY THEREWITH SENSING THE GAUGE OF THE RAILS AT THE POINT OF SHIFTING, AND UNSPIKING SHIFTING AND RESPIKING THE OTHER RAIL WHERE ANY VARIATION FROM THE PREDETERMINED GAUGE OCCURS DEPEND- 